E.1 List of Relevant Background Information
E.2.1 Section 94 Works Schedule
7.3
How are the Contributions Calculated?
Contributions are calculated as follows:
Contribution per person ($) = C –E
P
Where:
C = the total cost of providing the facilities in this facility category
E = the amount of existing contributions which have already been made for the facilities in this facility category
P = the contributing population (see Section 7.3.2)
Contribution per dwelling is determined by multiplying the contribution per person by the assumed average household occupancy rate for the following development types:
Dwelling houses and single vacant allotments – 3.1 persons per dwelling or lot.
Other dwellings – 1.8 persons per dwelling.
7.3.1
Allowance for Existing Contributions
Contributions have been received for library and community facilities under previous contributions plans and not yet spent.
Projected unspent contributions as at the date this plan is due to come into effect (2005) are identified in the Works Schedule, Section E.2.1. Unspent contributions will be credited to the contributions plan Works Schedule in the terms described in Section 1.7.
These funds were collected for a similar capital works program as this plan. The use of previously collected funds in the current plan is therefore fair and reasonable.
7.3.2 Contributing Population
The contributing population for a facility depends on:
whether the facilities have a nexus with the population of the whole of the LGA, a planning precinct within the LGA, or any other defined area within the LGA (or the spatial nexus);
whether the need for the facilities is generated by the incoming population, or is generated by both the existing and incoming populations; and
the planning horizon over which the contributing populations can be expected to benefit from the facilities contained in the works schedule identified in this contributions plan.
Table 7.2 shows the contributing populations for the library, information and
community facilities identified under this contributions plan.
Table 7.2: Contributing Populations
Facility Spatial nexus
Need for facility generated by existing/incoming populations Planning horizon Contributing population (see below for
key) New central library (basic floor space, including book stock) Shire Incoming 2005-2026 A New central library (specialised floor space, including book stock)
Shire Existing + incoming 2005-2026 E
Multi-purpose community centres Precinct Incoming 2005-2026 A Community facility upgrades
Precinct Existing + incoming 2005-2026 E Shire hall
upgrade
Contributing Population Area A B C D E Precinct 1 3,437 - - - 8,222 Precinct 2 1,325 - - - 11,264 Precinct 3 12,032 - - - 31,611 Precinct 4 5,945 - - - 11,777 Shire 22,739 49,592 9,457 44,831 62,874
8.0
Transport and Traffic Management
8.1
What is the Nexus between Development and
Demand?
8.1.1 Causal Nexus
New residential development is expected to occur in the Wollondilly LGA in the future, resulting in additional traffic generation on the Shire’s road network and additional need for cycleways.
The increased travel demand derived from the future development in the Shire will generate the need for:
new and/or augmented traffic facilities to promote the permeability and connectivity of the road network to the surrounding arterial road system and within the local road network;
the upgrading of road intersections and sections of roads to provide the required road network which promotes the efficient, safe and orderly movement of people and goods;
the provision of facilities which minimise the amount of through traffic and regulate the speed of vehicles within the Shire’s residential neighbourhoods; and
provision of shared cycleways and other alternate transport facilities either in conjunction with or separate to road infrastructure upgrades.
The incoming population would require these facilities to be delivered to a standard at least equal to the level of service currently provided. In order to arrive at reasonable contribution, both the amount of additional traffic that will be generated by the development of new housing, and the network improvements needed (roads and intersections) caused by that (and only that) additional traffic need to be understood.
More information on the existing condition, standards and identified needs for new transport and traffic management facilities is contained in the Wollondilly
Section 94 Contributions Plan Background Paper (Parsons Brinckerhoff 2004)
and Wollondilly Section 94 Contributions Plan 2004 Contributions for Roading (Gabites Porter 2004).
8.1.2 Spatial Nexus
Roads and intersection works will be undertaken throughout the Shire to generally maintain pre-existing levels of service. The works, therefore, have a physical nexus with new development across the Shire, however contributions have been determined on either a specific area or precinct basis (see Section
8.3). The locations of road works to be provided are described in the Works
The locations of shared cycleways facilities have been derived from the Wollondilly Shared Path/Cycleway Plan to meet the demands of both the existing and the incoming populations of the Shire and are described in the Works Schedule (Section E.2.1). The works will be provided throughout the Shire’s precincts and will therefore have a nexus with new development in these precincts.
Facilities will be provided in locations where they can most effectively meet the needs of the surrounding population. Transport and traffic management facilities will be provided throughout the Shire in locations which are accessible to the contributing population.
8.1.3 Temporal Nexus
The transport and traffic management facilities strategy identified in this contributions plan will be implemented over 21 years, between 2005 and 2026. Indicative priority of works, including target years for implementation, is shown in the Works Schedule.
The staging and priority of works will be reviewed on an annual basis along with the other matters for review identified in Section 2.9. Council will seek to implement facilities according to the rate of dwelling and population growth being experienced in the different regions of the Shire. Council acts on the basis of making commitments to projects as funds are available, and to this extent the delivery of facilities under this contributions plan is heavily dependent on the rate of development and the resultant funds received.
Council considers the merits of a set of alternate proposals as part of the annual Management Plan budget planning process, and priorities are established accordingly. The timing of projects in the Works Schedule are therefore indicative. Programs will be revised in light of policy reviews, development trends and availability of funds.
8.2
What is the Strategy for Delivering Facilities?
8.2.1
Facility Planning Methodology – Roads and Intersections
The general approach for delivering transport and traffic management (roads and intersections) facilities identified under this plan has been based on research into the facility needs contained in Gabites Porter (2004) study.
Transportation model
Gabites Porter developed a transportation model of Wollondilly comprising:
A land use model that identifies the number and spatial distribution of households separately for existing households, subdivided but as yet unbuilt on lots, and future potential lots not yet subdivided. It also identifies the number, type and location of workplaces.
A trip generation model that relates trip making to household type categorized by the number of employees in the household, and the number of cars available to the household.
A trip attraction model that relates destinations to the location and type of employment within Wollondilly, and takes into account the availability of destinations in the surrounding local government areas.
A trip distribution model that converts trip generation into trips between origins and destination, taking into account distance between each origin and destination, and the level of congestion on the roads both now and in the years to 2026.
A trip assignment model that allocates the trips to the road network in order to determine traffic flow, with route choice dependent on the travel times and distances between each origin and destination.
Morning and evening peak hour traffic are modeled separately.
An evaluation model that identifies the change in travel times, and delays as each component of traffic is added to the network
A range of variables was applied to the transportation model: Levels of car ownership
Average household size (or occupancy rate) Jobs/household ratios
Background traffic growth rates
Levels of through traffic, internally-generated external trips and externally- generated internal trips
Dwelling and population growth assumptions in accordance with Section
3.4.3.
Baseline and future scenarios
A baseline facility provision scenario was established to answer the question:
‘What would be the infrastructure requirements if no further subdivisions were permitted, and houses were built on all currently available lots?’
This identifies the facilities that are required in the future regardless of future development approved by the Council in order to maintain an agreed level-of service. Council’s policy is that the future network is to operate at level of service ‘C’ or better in terms of links and at ‘D’ or better at intersections.
The baseline also includes the traffic which comes into, or goes through the Shire, and which is generated from outside the Shire. This traffic will have an impact on the infrastructure needed, as it will take up road capacity, and there is no opportunity for contributions to be levied against this traffic.
The baseline analysis ensures that new residential development and subdivisions will not be required to contribute to infrastructure other than to meet the impacts that they cause.
The second step in the analysis involved adding projected developments through to 2026, assign these to the network, and determine the extent of and location of change in level of service over the network. This raises the issue of what, if any, works then become necessary. It may be that the works required for existing traffic have sufficient spare capacity that further work is not required. However, all vehicles will experience some degradation in level of service, and the future developments impacting on road infrastructure should have to pay for this degradation.
In the case where a new road or traffic facility is necessary to cater for one development, for example where an intersection treatment close to a subdivision is needed solely for that subdivision, the total cost of the intersection would fall against the developer and not be part of the Section 94 pool of works.
Outcomes of the transport planning process
Network levels-of-service (LoS) for the AM peak (7-9am) and PM peak (4-6pm) weekday periods for 2001 were identified. The analysis showed that although there are some LoS issues around Camden, there are no problems within the Wollondilly Shire itself.
Households and external trips in the 2026 baseline were incorporated into the model, the model was run, and the change in level-of-service established. The analysis showed that the baseline developments do not cause any part of the network to fall below the required performance level as no links are LoS D or worse and no intersections are LoS E or worse within the Shire. Accordingly, there will be no need for Council to improve the network further if no more development were to occur.
The analysis then incorporated the predicted dwelling and population growth by 2026, over and above the baseline levels. From the analysis it was determined that there are a number of areas where the roads and intersections need to be upgraded. Works required to treat these deficiencies were identified. This required an iterative approach to the analysis to confirm that the deficiency had been addressed and that no further deficiencies were produced as a result. Where additional lanes have been added to remove link deficiencies, suitable intersection treatments along the corresponding links have been incorporated into the treatment and construction costs. The required works have been identified in nine locations.
With the additional works included to address the deficiencies by 2026, there are no links with LoS worse than C other than a short stretch of Argyle Street between Prince Street and Cowper Street, which has just breached the LoS D threshold in the PM peak. Widening of Argyle Street to three lanes has not been considered at this stage.
The only intersections that remain worse than LoS D are the interchange between Picton Road and the F5 Freeway (see below), and the intersection of Remembrance Driveway and Wire Lane in Camden South. As the latter intersection lies directly on the boundary of Wollondilly and Camden LGAs, it has been excluded from the analysis (i.e. not upgraded).
The deficiency analysis highlighted the need to improve the F5 Freeway and Picton Road interchange as well as the Freeway to the north of this interchange. A cost for upgrading the interchange from priority controls to signal controls has been identified, however this has not been included in the contributions plan as State and Commonwealth Government intervention is required.
8.2.2
Facility Planning Methodology – Cycleways and Alternate
Transport
The general approach for delivering transport and traffic management (cycleways and alternate transport) facilities identified under this plan has been based on research into the facility needs contained in the Wollondilly Shared Path/Cycleways Plan.
The plan identifies a series of routes for shared paths and/or cycleways to be implemented in the future. Principles applied by the plan in developing these routes included:
connecting logical start and end points (for example, schools to residential areas, railway stations to business/residential areas, towns to each other); maximising off road routes wherever feasible;
on-road routes along major connecting roads in rural areas to reduce costs and increase usability;
target known future land release areas for off-road routes; and
linking tourist and other places of interest to encourage visitors and residents into recreational cycling.
New development will contribute toward the provision of these routes with Council making up the share of costs attributable to the existing population.
8.2.3 Works Schedule
The Works Schedule for traffic and transport management facilities is described in Section E.2.1
8.3
How are the Contributions Calculated?
Roads and intersections
Contributions for roads and intersections have been determined from research contained in the document Wollondilly Section 94 Contributions Plan 2004
Contributions for Roading (Gabites Porter 2004). In order to determine a
reasonable contribution, the approach uses ‘base’ and ‘area’ contributions. Contributions are calculated as follows:
Contribution per dwelling ($) = Base contribution + Area contribution (i) Base contribution
The base contribution applies to all additional residential development throughout the LGA. It is calculated as follows:
Base contribution = (TC – E) X 50% D Where:
TC = the total cost of providing all of the roads and intersection facilities identified in the plan
E = the amount of existing contributions which have already been made for the facilities in this facility category
(ii) Area contribution
There are three areas determined for the purpose of calculating roads and intersection contribution rates:
Appin
Warragamba/Silverdale Balance of Shire
(a) Appin
(There is no additional area contribution for Appin – Appin developments are only charged the base contribution)
(b) Warragamba/Silverdale Area contribution = C(WS) – E
D Where:
C(WS) = the total cost of providing the roads and intersection facilities specific to the Warragamba/Silverdale area
E = the amount of existing contributions which have already been made for the facilities in this facility category
D = the contributing development in terms of dwellings (see Section 8.3.2) (c) Balance of Shire
Area contribution = (TC X 50%) – C(WS) D
Where:
TC = the total cost of providing all of the roads and intersection facilities identified in the plan
C(WS) = the total cost of providing the roads and intersection facilities specific to the Warragamba/Silverdale area
E = the amount of existing contributions which have already been made for the facilities in this facility category
D = the contributing development in terms of dwellings (see Section 8.3.2)
(Note: Contribution rates included in Section A6 show the total contribution (that is, the base plus area contributions added together)
Shared cycleways and alternate transport
Contributions are calculated as follows:
Contribution per person ($) = C –E
Where:
C = the total cost of providing the facilities in this facility category
E = the amount of existing contributions which have already been made for the facilities in this facility category
P = the contributing population (see Section 8.3.2)
Contribution per dwelling (in regard to shared cycleways only) is determined by multiplying the contribution per person by the assumed average household occupancy rate for the following development types:
Dwelling houses and single vacant allotments – 3.1 persons per dwelling or lot.
Other dwellings – 1.8 persons per dwelling.
Seniors Living dwellings – 1.5 persons per dwelling.
8.3.1
Allowance for Existing Contributions
Contributions have been received for roads and traffic facilities under previous contributions plans and not yet spent.
Projected unspent contributions as at the date this plan is due to come into effect (2005) are identified in the Works Schedule, Section E.2.1. Unspent contributions will be credited to the contributions plan Works Schedule in the terms described in Section 1.7.
These funds were collected for a similar capital works program as this plan. The use of previously collected funds in the current plan is therefore fair and reasonable.
8.3.2 Contributing Development and Contributing Population
The contributing development or contributing population for a facility depends on: whether the facilities have a nexus with the population of the whole of the
LGA, a planning precinct within the LGA, or any other defined area within the LGA (or the spatial nexus);
whether the need for the facilities is generated by the incoming population, or is generated by both the existing and incoming populations; and
the planning horizon over which the contributing populations can be expected to benefit from the facilities contained in the works schedule identified in this contributions plan.
Table 8.1 shows the contributing populations for the transport and traffic
Table 8.1: Contributing Populations
Facility Spatial nexus
Need for facility generated by existing/incoming populations Planning horizon Contributing development/ population
Roads and intersection facilities
Base contribution
Shire Incoming 2004-2026 8,339 dwellings Area 1 Appin Incoming 2004-2026 554 dwellings* Area 2 Warragamba/ Silverdale Incoming 2004-2026 1,153 dwellings Area 3 Balance of Shire Incoming 2004-2026 6,632 dwellings
Shared cycleways and alternate transport facilities
Precinct 2 Existing + incoming 2005-2026 1,325 persons Precinct 3 Existing + incoming 2005-2026 12,032 persons Precinct 4 Existing + incoming 2005-2026 5,945 persons
* Note: there is no area contribution for Appin; the dwellings figure here is to show the projected dwellings in the Appin
9. Bushfire Protection
9.1
What is the Nexus between Development and
Demand?
9.1.1 Causal Nexus
Most residences in Wollondilly Shire are within close proximity to bushland and new development therefore has an inherent nexus with services that provide bushfire protection. Weather conditions can occur which places all residential areas within the Shire of Wollondilly under threat of bushfire attack.
New development will generate the need for the following bushfire protection works:
fire stations for NSW Rural Fire Service appliances; communications and appliance storage buildings; and
bushfire trails and asset protection zones on Council owned land.
The existing population has contributed to the existing bushfire protection buildings and equipment through contributions and rates in previous years. It is therefore reasonable for the incoming population to contribute to Council’s share of the cost to provide new/augmented capital works for bushfire protection purposes (which are required to satisfy existing levels of service) in the future.
9.1.2 Spatial Nexus
The bushfire protection facilities will be provided throughout the Shire to maintain pre-existing levels of service. As the population increases there will be a need for additional fire fighting facilities in the Shire’s growth areas. The works, therefore, have a physical nexus with new development across the Shire. The locations of facilities are broadly described in the Works Schedule (Section E.2.1).
Facilities will be provided in locations where they can most effectively meet the needs of the surrounding population and are dispersed throughout the Shire to enable early response times. Bushfire protection facilities will be provided throughout the Shire in locations which are accessible to the contributing population.
9.1.3 Temporal Nexus
The timeframe for the provision of additional fire fighting facilities to meet the